Robinson Helicopter Company R44 II accident near Weston, Florida, March 5, 2011
On March 5, 2011 at about 10:55 am local time, a Robinson Helicopter Company R44 II, registered N4168W, was substantially damaged in an accident during enroute (cruise) near Weston, Florida. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain adequate altitude and physical alertness which resulted in an in-flight collision with the water. Contributing to the accident was the pilot's fatigue.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 5, 2011 · about 10:55 am local time
- Place
- Weston, Florida · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson Helicopter Company R44 II
- Registration
- N4168W · no longer on the register · serial 12276
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he was on a cross country flight at 1,000 feet mean sea level. About 1 hour 25 minutes into the flight, he recalled the sound of water hitting the helicopter and the next thing he remembered was after the impact. He further reported there was no mechanical failure or malfunction with the helicopter, and the cause of the crash was due to fatigue. The pilot stated that he had three days of restless sleep and no appetite prior to the accident due to stress.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Altitude deviation during enroute (cruise)
- Miscellaneous/other during enroute (cruise) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Physical › Alertness/Fatigue › Lack of sleep › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
Pilot
- Certificate: commercial pilot, private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 6,550 hours in all; 475 in this make and model; 66 in the last 90 days; 26 in the last 30 days; 6,550 as pilot in command
- Last flight review: September 14, 2010
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 259 hours
- Last inspection: 100-hour inspection, December 10, 2010
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-540-AE1A5 (piston); 0 hours total
- Operator: Bravo Helicopters, Inc.
The flight
- Departed from: St. Cloud FL at 8:30 am
- Destination: TMB Miami FL
- Flight plan: none
Weather at the time
- Light: dawn
- Wind: from 090° at 17 knots, gusting 25
- Visibility: 10 statute miles
- Sky: broken clouds at 8,000 ft; scat at 3,200 ft
- Temperature: 64°F (18°C), dew point 61°F (16°C)
- Altimeter: 30.11 inHg
- Observation at 9:53 am from PMP, 23 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.